Car-frame construction.



Patented Mar. 18, 1913.

2 SHEETS-SHEET 1.

H. M. PPLAGBR. CAR FRAME CONSTRUCTION.

APPLICATION FILED NOV. 8, 1912.

I l I LUEGAAE.

1 lnrenfor v Harry M. Pf/ayer 15v 9 Mfnesaes H. M. PPLAGER.

CAR FRAME CONSTRUCTION.

APPLICATION FILED NOV. 8, 1912.

Patented Mar. 18, 1913.

2 SHEETS-SHEET 2.

Mi! k 9090900000 M/Wesses P /a e)" 4 W UNITED STATES PATENT OFFICE.

HARRY M. PFLAGER, OF'ST. LOUIS, MISSOURI, ASSIGNOR T0 DOUBLE BODY IBOLSTER COMPANY, OF LOUIS, MISSOURI, A CORPORATION 0F NEW JERSEY.

CAR-FRAME GONSTBUCTION.

, Specification of Letters Patent.

Patented Mar. 18, 1913.

Application filed November :8, 1812. Serial No. 730,218.

- e and useful Improvement in Ca -Frame Construction, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which 1t appertams to make and use the same, reference being bad to the accompanying draw ings, forming part of this specification, in which F i end car frame construction. Fig. 2 is a horizontal section taken approximately on the line 22 of Fig. 1. Fig. 3 is a side elevational view of the end frame. Fig. 4 isa Vertical section taken approximately on the line 4-4 of Fig. 1 and showing the end frame, a portion of the underframe and the end of one of the truss rods. Fig. 5 is a front elevational view of a modified form of the end frame forming a part of my invention. Fig. 6 is a horizontal section taken on the line 6-6 of Fig. 5. Fig. 7 is a side elevational view of the form of end frame shown in Fig. 5. I

The invention relates generally to railway car construction, and more particularly to that part of the frame of the car embodying the underframe, the truss rods and a one-piece end frame of the type disclosed in Patent No. 917,716, issued April 6, 1909 and No; 929,705, issued to me August 3, 1909.

One of the most important features in the construction of the present types of railway cars, and particularly those utilized for the transportation of. passengers is the reinforcing of the ends of the cars so as to provide an exceptionally strong, rigid construction which will efi'ectually resist crushing stresses delivered to the ends of the cars, consequently overcoming the tendency of the cars to telescope in case of collisions, and a-fi'ording the greatest possible degree of safety to the occupants of the cars.

I My improvement contemplates a. comparatively light-weight, strong and durable one-piece, cast metai end frame combined with the car underframe and truss rods so as to form a very strong and rigid structure which will he efi'ective in resisting end shorts and cmshing s resses imparted to re 1 is an elevational view of a car ame forming a part of my improved the end of the car, thereby providing a construction Which'is anti-telescopic ineffect.

The principal objects of my present invention are, to combine with an underframe a one-piece end frame, and to attach the ends of the truss rods to the end sill of the 'underframe and the base member of said end frame, and further, to provide an end frame having a pair of door openings that are offset with respect to a vertical line drawn through the center of the end frame, which arrangement is particularly desirable on dining cars having kitchen ,ends.

- To the above purposes my invention consists in certain novel features of arrangement of parts hereinafter more fully described and claimed.

Referring by numerals to the accompanying drawings, 10 designates a car underframe, preferably of the one-piece type and provided with an end sill 11, from which projects the usual skeleton platform 12.

Formed on the side members or sills of the underframe adjacent to the ends of the end sill are vertical extensions 13 provided near their rear ends with shoulders 14 against which parts of the end frame are adapted to engage.

The end frame forming a part of my, improved construction comprises a base member 15, preferably of inverted L-shape in cross section, and said base member is applied to the end sill of theunderframe with the vertical leg of said base positioned against the front face of said end sill. The

base 15 is rigidly fixed to the end sill by tical leg or flan e of e base and through the front wall 0 the end sill. Y

Formed integral with the ends of the base 15 are uprights 16 and 16, preferably flanged and of any desired cross-sectional shape, and the lower ends of these uprights are provided with rearwardly projecting brackets 17 which rest upon the upwardly projecting portions 13 o the underframe, and the rear lower ends of said brackets bear against the shoulders la. The lower portions of the brackets 17 are attached to the extensions 13 by means of rivets or like fastening devices, and by locating the rear ends of said brackets against the shoulders 14, and by arranging the vertical flan e of he base 15 againsththe front face o the end sill, the end frame is held against-inward horizontal movement with respect to they underframe, and the rivets utilized in attaching the end frame to the underframe are relieved of all shearing strains. The uprights 16 and 16 constitute corner posts for the uprights 16 and 18 is a flanged upright 20 constituting one of the door. posts, and the space between the uprights 18 and 20 forms one of the door openings of the frame. Formed integral with the uprights 18 and 20 is a short, horizontally disposed rail 21, and formed integral with the uprights 16 and 20 is a corresponding rail 22. If desired the open spaces above the rails 21 and 22 and between the pairs of uprights 1'8 ,and 19 and 16 and 20 can be utilized as window openings. I I Formed integral with and connectin "the uprights 16, 16, 18, 19 and 20 is. a zontall disposed top rail 23 with which is forme integral a pair of upwardly projecting brackets 24 which serve as points of attachment and supports for the car roof deck sills. The upper ends of the uprights 16 and 16 are notched, as designated by 25, in order to receive and form seats. for the side plates of the carbody frame. Formed through the vertically dis osed flange of the base 15 at ornear the lower ends of the u rights 19 and 20 are openings such'as 26 w ich receive the ends of truss rods 27, the same assing throu h corres onding apertures ormed throng .the end $111 of the underframe. The rojecting ends of these truss rods are three. ed and receive nuts 28. 'By such construction. the end frames and the'end sills of the underframe are rigidl connected and a ver strong, substantia frame-work is forme for the superstructure of the car. body.

In the modified form of end frame shown in Figs. 5, 6 and 7 the horizontall' disposed rails 21 and 22 are dis cuss with and a vertically disposed .ske eton frame 29 is formed integral with the central portion of the top rail 23, which skeleton frame supports the car roof structure; w v

' My. improved car frame construction is very -strong and rigid, is anti-telesco it; in effect, thereby affording the highest egree of safety to the occu ants of the car in case of collisions, and'by orming each end frame oriin a single pieceithe same can be easily handled and can be constructed with comparatively little cost inasmuch as the time, labor and expense ordinarily involved in the construction and assembling of a builtup endframe is done away with.

It will be readily understood that minor changes in the size, form and construction of the various. parts of my improved car frame construction can be made and substituted for those herein shown and described without departing from the. spirit of my invention, the scope of which is set forth in the appended claims.

I claim:

1. In car frame construction, the combination with an 'underframe,. of a pair of one-piece end frames attached to the underframe, and truss rods having their ends anchored to the end sills ofthe underframe and the base members of the end frames.

2. In car frame construction, the combination with an underframe of a pair of oneiece end frames attached to said underrame, the bases of which end frames are provided with openings adapted to receive the ends of truss rods.

3. In .car' frame construction, the combination with an underframe, of a pair of oneend frames attached to said undera' m'e, which end frames are provided with openings, and truss rods, the ends of which are seated in said openings.

4. The combination withan underframe, of an end frame, the lower end of which is riveted to the underframe' and truss rods, the ends of which pass t rough suitable o enings in the end of the underframe and t e base of the end frame.

5. In car frame construction, a car end frame cast in a single piece and'having two separate door openings.

6. In car frame construction, an end frame cast in a single piece and comprising a base member, a series of uprights, a top member, and having a pair ofseparate door openings between said uprights.

- 7. In car frame construction, an end frame cast in a single piece and comprisin a base member provided with truss ro openings, a series of uprights integral with said base member, and a top rail connecting the upper portions of said uprights.

8. In car frame construction, an end frame cast in a single piece and com rising a flanged base member provided wit truss rod openings, a series of flanged uprights certain of which constitute door posts, and a flanged top rail connecting the upper portions of said uprights.

9. The combination with a car underframe having an end sill, of a one-piece end frame comprising a flan ed base member positioned upon and fixe to the end s ll of the under-frame, truss rods having their ends seated in the end sill and the'base member of the end frame, a series of posts projecting upwardly from the base, which posts are arranged to' form two separate 5 door openings, and a top rail connecting the upper portions of said posts.

10. In car frame construction, an end frame formed in a single pieceand comprising a base, a series of posts projecting,

l0 upwardly therefrom, which posts are arranged to form two separate door openings, and a member connecting the upper ends of all of the posts.

In testimony whereof I hereunto afiix my si ature in the presence of'two witnesses, 15 thls 22nd day of October, 1912.

HARRY M. PFLAGER. Witnesses:

HAL C. BELLVILLE,

FRED H. BLANKENHORN. 

